Automatic valve for locomotive sanders



Dec. 5, 1933. v. L. FRANTZ 1,

AUTOMATIC VALVE FOR LOCOMOTIVE SANDERS Filed Oct. 18, 1930 7% 22 J6 3mmva fy'a z Z. 79 a; $2

Patented Dec. 5, 1933 TEES UNITED s'rA PATENT OFFICE AUTOMATIC VALVE FORLOCOMOTIVE SANDERS Application October 18,

12 Claims.

The invention relates to means for applying sand to the rails beneaththe traction wheels of locomotives or the like, and the presentapplicationembodies improvements on the structure disclosed in theco-pending application of William L. Ranson for patent for Valves forlocomotive sanders, filed July 2, 1930, and given Serial No. 465,407.

In Patent No. 1,263,722 granted to William H. White on April 23rd, 1918,there is disclosed a locomotive sanding device embodying a sand box ordome from which lead sand pipes connected with sand traps havingdischarge pipes leading therefrom to pointsin advance of the drivingwheels of the locomotive. The sand is forced out by compressed aircontrolled by a suitable valve means within the locomotive cab. In thisparticular device and in others of a more or less similar nature, thesand trap has therein a nozzle from which compressed air discharges forforcing the sand through the delivery pipes. These devices also includecleaning means generally consisting of a port located opposite theentrance to the delivery pipe and receiving compressed air fromaseparate pipe, the purpose being to prevent clogging of the deliverypipe. In devices of this nature it is customary to provide a valve forcontrolling the flow of compressed air successively to the cleaning pipeand discharge jet, the valve being manually operable to control the flowof pressure.

The present invention has for its principal object the provision of avalve interposed between the engineers control valve and the sanding andcleaning means, the valve being so constructed and arranged as to permitthe passage of compressed air for a short period of time to the cleaningport and then automatically closing so that the air will be supplied tothe sanding jet only.

An important object of the invention is to provide a valve of thischaracter which requires no manual control whatsoever but which operatesentirely by compressed air whenever the manual valve in the cab isopened.

Another object of the invention is to provide in a sanding device avalve of this type which will remain open for a predetermined period toinsure the proper flow. of compressed air to the cleaning pipe or portand which will then close by the building up of air pressure within itto cut off the supply of air to the cleaning port and direct it entirelyto the sanding mechanism.

Another object of the invention is to provide a valve ofthis type whichwill return auto- 1930. Serial No. 489,653

matically to normal position when the compressed air supply is cut oflEby means of the control valve in the cab, so as to be ready forsubsequent operation whenever necessary.

A more specific object of the invention is to provide a valve of thistype embodying differential pistons and which may therefore operateautomatically by air pressure, the pistons being provided with a novelarrangement of packing means for positively preventing undesired leakage, and the valve body being moreover provided interiorly with apositive seat for cooperation with one of the piston elements forpreventing passage of air to the cleaning pipe when the valve is at onelimit of its movement.

An additional object of the invention is to provide a valve of thischaracter which will be simple and inexpensive to manufacture, easy toinstall, positive and automatic in action, eificient and durable inservice, and a general improvement in the art. I e

To the attainment of the foregoing and other objects andadvantages, theinvention preferably consists in the details of construction and thearrangement and combination of parts to be hereinafter more fullydescribed and claimed, and illustrated in the accompanying drawing inwhich: I i V V Figure l is a fragmentary and rather diagrammatic sideelevation of a locomotive equipped with a sanding mechanism embodying mynovel valve, and

- Figure 2 is a vertical longitudinal section through the valve aloneshowing the movable part thereof at one limit of its movement.

Referring more particularly to the drawing, the numeral 1 designates,generally, a portion of a locomotive having the usual driving wheels 2.The numeral 3 designates a sand box or dome which is mounted on top ofthe boiler as is customary and which contains sand conducted through thesand pipes 4 to sand traps 5 and 6 from which lead delivery pipes 7 and8, the former being provided for the purpose of conducting or deliveringsand in advance of the driving wheels and the latter being for thepurpose of conducting sand to the rear thereof when the locomotive isoperated in reverse. The sand traps, sand pipes and delivery pipes areprovided at both sides 'of the locomotive as will of course be readilyunderstood and it is naturally intended that the action will be the sameat both sides whether'the locomotive be running forwardly or rearwardly.In view of the disclosure in Patent No. 1,263,722 granted April 23rd,1918 to William H. White it is thought unnecessary to illustrate theconstruction of the sand traps as a full understanding in regard theretomay be had by inspecting said patent. It is thought sufiicient forpresent purposes to state that compressed air is supplied to thedischarge jets within the traps 5 and 6 through pipes 9 and 10respectively, and that compressed air is supplied to the cleaning portsthrough pipes 11 and 12 respectively. The discharge pipes 9 and 10 ateach side of the locomotive are connected by transverse pipes 13 and thecleaning pipes 11 and 12 at each side are similarly connected by pipes14. As mentioned above, the usual practice is to provide manuallyoperated valve means for controllingflow of compressed air to the pipes11 or 12, and 9 or 10, success'ively, this depending'upon the directionof movement of the locomotive. The objection to manual means of thistype, such as disclosed in the above mentioned White Patent No.1,263,722, is that the engineer may permit compressed air to pass to thecleaning pipes and ports for either too long or too short a time. If thetime is too short the delivery pipes may not be properly unclogged andif the time is too long there is a waste of compressed air. As a matterof fact I have not shown any manual valves for controlling the passageof compressed air to the'sanding devices as this is a detail immaterialin the present combination.

In accordance with the invention I provide automatic valves indicatedgenerally at 15 and 16 connected wtih supply pipes 17 and 18 whichextend to the cab and which are equipped thereat with any suitablecontrol valves, not shown. The valve 15 has connected therewith thepipes 9 and 11 which lead to the forward sand trap 5, while the valve 16has connected therewith the pipes 10 and 12 which connect with or leadto the rear sand trap '6. As the valves '15 and 16 are identical inconstruction a description of one will suflice.

' Each of the valves 15 and 16 is shown as comprising a body 19preferably of general cylindrical shape and formed to provide arelatively large chamber 20 anda relatively small chamber 21, the outerends of the respective chambers being normally closed by caps 22 and 23here represented as screwed in'place though it is to be understood thatthey may be fastened in any desired manner as this is an immaterialdetail. At one side, the body 19 is provided with a boss 24 within whichis a port 25 communicating with the chamber 20, and the pipe 17 or 18 asthe case may be is screwed into this-boss. At the opposite side the bodyis formed with two bosses 26 and 27 within which are ports 28 and 29leading into the chamber 20. 'The pipes 9 and -11,-or 10 and 12 as thecase may be, are screwed into these bosses 26 and 27 respectively. Thechamber 20"of course communicates through the ports 25, 28 and 29 withthe pipes 17, 9 and 11, or 18, 10 and 12, as the case may be, at certainperiods in the operation, while the chamber 21 is open to the atmospherethrough a bleed port Slidably mounted within the body 19 is a pistoncomprising differential heads 31 and 32 located within the respectivechambers 20 and 21. The heads 31 and 32 are connected by a reduced stem33 and may be provided at their outer faces or ends with projections 34and '35 adapted to engage against abutments 36 and 37 on the inner facesof the caps 22 and 23 respectively when the entire plston'rea'ches-theends of its movements in opposite directions. The piston is normallyurged in one direction, that is to say into its normay position, as bymeans of a spring 38 which is preferably of the conical type so as tooccupy the minimum space when compressed. The piston head 31 is formedwith a bleed port 39 which may be of relatively small diameter and whichextends therethrough for permitting passage of air from above to belowthis piston head for a reason to be explained.

An important feature of the present invention is the provision of novelpacking means which will prevent leakage around the pistons of the valvewithout having the pistons themselves fit so closely that there may bedanger of sticking,

.as for instance under severe temperature changes,

gumming of any lubricant which may be used within the valve device or asthe result of any other possible condition or contingency. Accordingly,I provide the underneath sides of the piston heads/31 and 32 with cuppedwashers or gaskets 40 and 41 respectively. These washers may veryconveniently be formed of leather though it is easily conceivable thatsome other substance may be satisfactory. Any desired means whatsoever,none being shown in this instance, may be utilized for securing thesewashers or gaskets in place. It will be noted that) the washers havetheir outer edges cupped downwardly so that when air pressure is appliedat the gasketed side of either piston head the edge portion of thegasket or washer will be forced outwardly into close engagement with thewall of the chamber within which the piston head moves so that leakagewill be .prevented. By providing such washers it will be readilyunderstood that the piston heads themselves may have a reasonably loosefit within the valve body so as to move freely therein and without anydanger of binding under any circumstances. Naturally the gasket 40 willeither be provided with a hole registering with the port 39 or must beof ring form so as to avoid covering the port, this being a minordetail.

Instead of having the diameter of the chamber 20 uniform throughout, Ihave found itpreferable to make the lower end of slightly largerdiameter than the upper end so as to define a circumferential or annularseat 42 of beveled form adapted to be engaged by:the beveled edge 43 ofthe piston head 31, the coaction of the seat with this beveled edge notonly serving to limit the upward movement of the valve but also actingto make a seal for positively preventing any leakage of air around thepiston head 31 which, it will be remembered, may be sufilciently loosewithin the valve body that leakage about it might result unless thisseat be provided.

The valve 15 is installed connected between the pipe 17 and the pipes 9and 11, while the valve 16 is installedbetween the pipe 18 and the pipes10 and 12. Normally,that is to say when there is no sanding of the railsneeded the piston in the valve is at the lowermost position as shown inFigure 2 of the drawing. Whenever it is desired to feed sand onto thetrack in advance of the driving wheels 2', the engineer opens whatevercontrol pipe is provided in the pipe 17 whereupon compressed air flowsthrough the pipe 17 into the valve 15, the air entering the chamber 20and 7' passing out through the pipes 9 and 11. However, a certain amountof air will pass through the port 39 in the head 31 and build up prssure beneath this head. This is possible owing to the difference in thediameters of the heads 31 and 32. When the air pressure beneath thepiston head 31 builds up, as it will very shortly, the pressure againstthe underside of the head 31 will cause the piston'as a whole to moveupwardly, the head 31 then riding over and closing the port 29 whichcommunicates with the pipe 11 leading to the cleaning port. The airentering the chamber 20 then passes out only through the port 28 andpipe 9 to the sand trapb where sand is ejected into and through the pipe7 in advance of the forward driver. Or" course it should be understoodthat the sanding mechanism is the same at both sides of the locomotiveand will operate simultaneously at both sides owing to the provision ofthe transverse pipes 13 and 14. As the piston rises air in advance ofthe head 32 escapes through the bleed port 30 so that there will be nopressure built up in advance of the head 32. Of course the spring 38becomes compressed but as it may be a very light spring it will not inany way seriously oppose movement of the piston. When the sanding iscompleted the operator of course cuts off his control valve in the pipeline 17 and as the pressure within the chamber 20 reduces by virtue ofthe escape of the air through the port 28 the spring 38 will expand andforce the piston down to its original or normal position.

In case the locomotive is backed and it is desired to apply sand to therails behind the rear drivers 2, the control valve in the pipe 18 isopened to actuate the valve 16 in exactly the same manner'as abovedescribed so that sand will be ejected through the sand pipes 8 at theopposite sides of the locomotive.

From the foregoing description and a study of the drawing it will beapparent that I have thus provided a very simple'valve device which willoperate automatically to permit flow or" compressed air through thecleaning pipes and ports the sand traps and then cut of! the cleaningblast so that air will be supplied only to the sanding mechanism. Adistinct advantage of this is that it will be impossible for theengineer,v

through carelessness or any other reason, to waste compressed air bypermitting it to pass for an excessive length or" time through thecleaning ports. A short sharp blast through the cleaning pipe and portshould be sufficient and consequently it is of particular advantageto'provide an automatic means for accomplishing this so that the majorportion of the may be utilized for sanding. Another feature of advantageis that after actuation of the sanding mechanism, that is to say afterthe engineer closes the valve in the supply line the automatic valvewill return to its normal or initial position, ready for repeated actionwhen necessary. The invention is marked by extreme simplicity especiallyas there is but one moving part. Furthermore, lubrication is a simplematter as any necessary oil may be readily injected through the bleedport in the top cap. There should be no great degree or wear and as aconsequence the mechanism should have a remarkably long life. It isbelieved from the foregoing that the construction, operation andadvantages should be readily apparent to one skilled in the art withoutfurther explanation.

While I have shown and described the preferred embodiment of theinvention, it should be understood that the disclosure is merely anexemplification of the principles involved as the right is reserved tomake all such changes in the details of construction as will widen thefield of utility and increase the adaptability of the device providedsuch changes constitute no departure from the spirit of the invention orthe scope of the claims hereunto appended.

Having thus described the invention, I claim:

1. In a mechanism of the character described, a control valve comprisinga body having an inlet and a pair of spaced outlets, a piston slidablewithin the body and having diiierential heads normally innon-obstructing relation to the outlets, the larger head having a porttherethrough permitting passage or" fluid pressure to build up beneaththe same for moving the piston into position with the larger headclosing one outlet, said heads having a relatively loose fit within thebody to prevent sticking, and packing means carried by the headscooperating with the body to prevent air leakage about the heads.

2. In a mechanism of the character described, a control valve comprisinga body having an inlet and a pair of spaced outlets, a piston slidablewithin the body and having differential heads normally innon-obstructing relation to the outlets, the larger head having a porttherethrough permitting passage of fluid pressure to build up beneaththe same for moving the piston into position with the larger headclosing one outlet, said heads having a relatively loose fit Wl'ti'llilthe body to prevent sticking, and packing means carried by the heads andcooperating with the body to prevent air leakage about. the heads, saidpacking means comprising cupped gaskets on the undersides of the headshaving downturned marginal edges bearing against the periphery of thebody.

3. In a mechanism of the character described, a control valve comprisinga body formed with chambers of diiierent diameters and ha ing an inletand a pair of spaced outlets, a piston valve slidable within the bodyand having diiierential heads located within the respective chambers andnormally in non-obstructing relation to the outlets, the larger headhaving a port therethrough permitting passage of fluid pressure to buildup beneath the same for moving the piston valve into position with thelarger head closing one outlet, and a seat carried by the wall of thelarger chamber engageable by the larger head to form a seal when thelatter is in closing relation to one outlet.

4. In a mechanism of the character described, a'control valve comprisinga body formed with chambers of dififerent diameters and having an inletand a pair of spaced outlets, a p n valve slidable within the body andhaving differential heads located within the respective chambers andnormally in non-obstructing relation to the outlets, the larger headhaving a port there through permitting passage of fluid pressure tobuild up beneath the same for moving the piston valve into position withthe larger head closing one outlet, and a seat carried by the wall ofthe larger chamber engageable by the larger head to form a seal when thelatter is in closing relation to one outlet, said seat being beveled andthe coasting edge of the larger head being similarly beveled.

5. In a mechanism of the character described, a control valve comprisinga body formed with chambers of different diameters and having an inletand a pair of spaced outlets, a piston valve 1 slidable within the bodyand having difierential heads located within the respective chambers andnormally in non-obstructing relation to the outlets, the larger headhaving a port therethrough permitting passage of fluid pressure to buildup beneath .the same for moving the piston valve into position with thelarger head closing one outlet, the heads having a relatively loose fitwithin the chambers to prevent sticking, yieldable packing means carriedby one side .of the heads for preventing air leakage, and a seat withinthe larger chamber engageable by the other side of the larger head forpreventing leakage about the larger head when the same is in positionclosing one of the outlets.

6. In a mechanism of the character described, a control valve comprisinga body formed with chambers of different diameters and having an inletand a pair of spaced outlets, a piston valve slidable Within the bodyand having differential heads located within the respective chambers andnormally in non-obstructing relation to the outlets, the larger headhaving a port therethrough permitting passage of fluid pressure to buildup beneath the same for moving the piston valve into position with thelarger head closing one outlet, the undersides of the heads beingprovided with cupped washers constituting packing means, and the largerchamber being provided with an annular seat engageable by the top of thelarger head to form a seal thereabout when said larger head is inposition closing one of the outlets.

'7. In a locomotive sanding mechanism, a valve comprising a body havingan inlet and a pair of outlets, a piston valve mounted for slidingmovement longitudinally within the body and including heads in spacedrelation and normally in nonobstructing relation to the outlets, thespace between said heads being in constant communication with the inletand one outlet, means in one head permitting passage of fluid pressuretherethrough whereby the pressure may build up for moving the pistonvalve into position closing one outlet, the heads having a free fitwithin the body, and packing means carried by the heads and expansibleunder the influence of fluid pressure contacting closely, with the wallof the body and preventing leakage of fluid pressure.

8. In a locomotive sanding mechanism, a valve comprising a body havingan inlet and a pair of outlets, a piston valve mounted for sliding movement longitudinally within the body and including heads in spacedrelation and normally in nonobstructing relation to the outlets, thespace bepacking means carried .by the heads and expansible under theinfluence of fluid pressure contacting closely with the wall of the bodyand preventing leakage of fluid pressure, and a seat on the inner wallof the body between the outlets and engageable by onehead at the, sidethereof unprovided with said packing means and acting to preventleakageof fluid pressure.

9. 'In a mechanism of the character described, a control valvecomprising a body having an inlet and a pair of spaced outlets, a pistonslidable Within the body and having differential heads normally innon-obstructing relation to both outlets, means permitting fluidpressure to build up beneath the larger head for moving the piston intoposition with the larger head closing one outlet, said heads having arelatively loose fit within the body to prevent sticking, and packingmeans carried by the heads and cooperating with the body to preventairleakage about the heads.

10. In a mechanism of the character described, a control valvecomprising a body having an inlet and a pair of spaced outlets, a pistonslidable within the body and having differential heads normally innon-obstructing relation to the outlets, means for enabling fluidpressme to build up beneath the larger head for moving the piston intoposition with the larger head closing one outlet, said heads having arelatively loose fit within the'body to prevent sticking, and gaskets onsaid heads cooperating with the body to prevent air leakage about theheads.

11. In a mechanism of the character described, a control valvecomprising a body having an inlet and a pair of spaced outlets, a pistonslidable within the body and having differential heads normally innon-obstructingrelation to the outlets, means permitting fluid pressureto build up beneath the larger head for moving the piston into positionwith the larger head closing one outlet, and a seat located between theoutlets and engageable by the larger head when the valve is in positionwith the larger head closing one of the outlets.

12. In a mechanism of the character described, a control valvecomprising a body having an inlet and a plurality of outlets, a pistonslidable within the body and having heads normally in nonobstructingrelation to the outlets, means enabling fluid pressure to build upbeneath one head for moving the piston into position with one headclosing one outlet, and a seat on the wall of the body engageable by onehead to form a seal when said head is in closing relation to one outlet.

VIRGIL L. mANTZ.

